Railway train control



Dec. 19, 1922.

H. s. FOLKER..

RAILWAY TRAIN CONTROL.

FILED ocr. 21. 1920.

7 SHEETS-SHEET l.

H0 WARD 5 FOLKEE Arran Dee. 19,1922.

H. s.` FoLKER.

RAILWAY TRAIN CONTROL.

FILED OCT-27| |920.

ISHEETS-SHEET 2.

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H. S. FOLKER.

RAILWAY TRAIN CONTROL.I

mso ocr. 21. |920.

Dec. 19, 1922.

Dec. 19, 1922.

H. s. FQLKER. RAILWAY TRAIN CONTROLA.

FILED OCT. 21 |920.

7 SHEETS-SHEET 4.

AA Tram/ Dec. 1,9,"1922.

v 1,439,081. H. S. FOLKER.

RAILWAY TRAIN CONTROL. msn ocr. 21. m2o.y z snms-snm s.

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Hl S. FOLKE'R.

RAILWAY TRAIN C ONTRL. FILED ocr. 21.1920.

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/f ATT@ NEY 40 vide a Patented Dee. i9, 192. i

'f tl titi? 6115i reserveren s roLirnR, cretini. VALLEY, cArJIroRNImgissIoNon To THE NATIONAL y SAFETY ABPLIANCE CoMreNv, o1 SAN FRANCISCO, CALIFORNIA.

n BALWAY TRAIN CONTROL.

fiepplicaton led October 27, 192D. Serial No. l1.1.9,907.

l train control mechanism for nseon railways in which. there is provided `magnetic means i fixedv on the roadbedcofoperating with magy neticmeans carriedby the railway loco-motive4 or other railway vehicle, by meansot which when one magnet is in the Field `oit the other the pneumatic train stop 1s operated to conse the application of the brakes and `rive en audible signal to the engineer.

The above statement `describesgenerally that which is common `betvveen the present invention und thel inventions' disclosed in .Patents No.v LSQQAMS granted to me; November4 18 1919, and No. '1,334,520 granted IMarch 23rd, 1920, to me and Force Chit- 25 tendon, as joint inventors.

The particular objects of jtliepresent invention. are to provide av structure :ind installation which is an improvement over the structures ol: the above mentioned patents to the end that it is simplified, more compact. yet positive in operation, reliable and low in eonstrnction,y installation and maintenance costs. y

Another object is to provide a structure inl which light moving parte may be iltilized,

thus giving higher speed of operzfrtion7 to provide means in the dnplexcontrol velve by which the oi )cratin air may be strained tok exclude dust and` moistureond to also provspri s. the presence oi lWhich are Well lnmvi'l causes of Weaknee" and nncertrtin or Vanity operation.

Another object ot the invention is to provide nnpivived means for eti'ectingg the appli ii'ction oi.: the hriles in the event that the in-` doctor plaines on the duplex control valve carried byn'he locomotive or tender should become broken. i

y magnets in the dnplexcontrolvalve struc-` dnplex ,velvet 'which is devoid ol?` Anotherr object ot' the invention is to proi vide means for protection agalnstover strong` plenes.

ture and to provide such o` structure as to operate effectively when the trein is going in either direction7 or the track magnet is placed 'to lie in either direction. y Another object is toimprove the mechani cal Structure of the train stop and to provide :in improved double 4headingrelease cool; to be operated by the engineer'zifter the train has been brought to a. stop in creer to vplace n the lstop mechanism in condition for further automatic operation.

Another object of the invention is to pro- `vide a device which is capablei ofoperaticn even When thel vehicle is moving` at eX- tremely high` Speed `and isbut momentarily in coopera-tion with the controlmagnetor other operating means. i

`Another object is to provide a construc-V tion composed of` units assembled to'r'veiit! ing;` the trein air pipe (brake pipe) or other y operatingmechanism eitheifon the forward or rear part of the trainer vehicle.

l@ther objects will appear from the subjoinedspeciication andclaims when reed in connection With theaccompanying,drawings, in Which: y l ,x i y Fig. l is a `plain diagrammaticelly shown as :t sectionotarztilway track,showingv adjoining` blocksand disclosing a tracl; magnet andv its controllingmeans and also the du- `plev controlwvalve unitvfhich is carried by `the vehicle and which ,co-operates iviththe track magnet. l

F t side elevation of the same. Fig. 3 is aview partly broken eivay and in side elevation of aportion oifa locomotiveand also of a, portion ofthe track and the control apparatus, showingrthe `relative positions ofthe `appara-tus cerriedlhv the locomotive and supportedbythetreclr.`

i Figs. 5 and 6 are details in plan `and elevation of the permanent treclr nieggjnet and theelectrorontrol magnet which is niotinted odpicent thereto.

lipj. 'Tis nfdiagremmatic view ivith parts in section. and other parts broken :tively illus trating the lComplete controll unit cer-med by the train and .C-OImected y to1 the engineers l `control va-lvcand brake pipe.

Fig; 48 is atop/plan viekvlof the improved duplex` control `valve Strnctnre with indo gtor Fig'. 9 is a sectional view taken on the line 9-9 o't Fig. S.

Figa SP is a vertical section ol: the valve supportingfitting. Y

Fig. 9b is a plan of tlie same.

Fig. 10 is a section on line 1()1() oit' Fig. 11 is a sectional view of a train stop showing its normal running position.

'.Fig. 12 is longitudinal section oft the train stop showingthe parts in the position they assume when the brakes are automaticallyr applied. f i

121s a section on line ].2--1la of Fic'. 12, shown in elevated position.

Fig, 13 is a side elevation oi' the double headingrelease; cock.

Fig'. 1/1 is a plan of thev same.

Fig. isa section on line 15 ingle.

. Fig'. 16 illustrates a magnet loca-tion.

In the interest oi clearness the speciiicationwill be divided into three parts. 1n the first part there will be described the local circuit at each general 4assemblage of the various elements of theinstallation, their relative positions and the effect of one upon the other; in the second part, each mechanism will be treated serially and .its operation described, and in the tliiid part, `the operation of the system `as a Vwhole willbe clearly set forth.

This invention is designed as an adjunct to fixed block or interlocking si g'nal systems;

is constructed for interconnection with same, andr its operation is controlled as in such visible signal systems. Automatic stop operation is causedwhenver a condition is produced which would cause `a standard automatic semaphore signal to assume the stop position and should the engineer tail to obey the fixed signal indication.

The invention is also operable when the signals are actuated manually, in this instance' suitable circuits along); the track being provided to control lthe operation voi the electro-control magnet. Y

The track apparatus consists ot a perinaiient magnet mounted on the ties in the cen? ter of the track, its vlength parallcllingi 4thc rails, andv its iipj'iersurjtace being' preferably aboutloneinch below the upper surface ot the'rails. An .electromagnet control unit is positioned below and across the poles ol the permanent magnet and is of superior power when energized.. lts control is tl'ii'oup'gli the standard track and line circuits of 'any standard'automatic signal system, current"V ,poles of the permanent trackdnagnet Aat from iS-standard signal battery beingr supplied' to the electromagnet control unit rllliecontrol is provided as desired, for either QL* lOOh. dimmi-ions of traffic. Normally the l1,439,0ei

sulations 12'. 4' In eachblock, as illustrated,

there is positioned a short distance below the rails, a polarized permanent track magnet 13 preferably oi the horeshoe type and also an electro-control magnet 1&1 in which there isa core 15 and acoil 16, and extended pole ypieces'l and 18 which preferably, because of the naturally cramped position vof the mechanism, i'lare outwardly and upwardly in `order to be operatively7 associatedI with the opposite poles of thetraclrinagnet. The respective pole pieces of the track magnet and of the electro-control magnet are marked Nand S to distinguish their polarities. as shown.` The polarized permanent track magnet is secured to the ties in any suitable way and the electro-control magnet is secured to thetrack magnet inorder to hold the two in operative position, one with respect to the other, and this structure is normally covered in any suitable way. I

rlhe general structure and operation ot the polarized permanent track magnet and ythe electro-controlfmagnetv is disclosed in electro-control magnet is positioned adja-r cent the poles oi the permanent ltrack mag;-

net with the ,poles reversed with'. lrespect to the poles ot the permanent'manjnet to provide a` means for deiectinfg the eld ol: the permanent magnet and during;` vsuch deflection. distortingr the magnetism oit said permanent magnet, thus pcrmittin,o` tree passage thereover oi' the locomotive and train.

The locomotive apparatus, as will herein-v after more` particularly appear, consists ot the magneto pneumatic control valves,-for receiving'V stop actuation 'from the perinaneiit magnet on ti'ac.l ,-aiid a piieuii'iatic Astop valve-'tor causing` automatic brake applicatioinwtlie Alatter with valve for rc-' lease and doidile-heading. Vne magneto pneumatic control valves lare hung;n in` tandcni below` the locomotive or tender and they are provided with iiuluctor planes hun@ in parallel, which. planes are provided with flat p ole faces adjusted to ride over the control valve, ensuringstop actuation 'ref gardless ot locomotive heading, that is, re-l gardless Whether the train lis proceeding in stem. The valve is open when the armature isaway from its magnet poles, The pneumatic stop valve is inserted inthe .braltepipev` beneath the double heading cock in the eab. y (Jperation of this stop valve is controlled by,

the magnetocontrol valves and when oper-r ated bralteapplication is made, either servf ice or emergency.k as rprovided for needs et train service. doubledieading provides for release of brakes after an automatic-stop application `hasbeen made and also for `cutt-uig out au- Jsomatic-stop apparatus on following engines.;

of sametram. These pieces of apparatus constitute what is `known as the engine equipment and are connected by suitable pipes ora-ir ducts leadv ingr from the main reservoir to the brake pipe and 1n the operation of which the air respectively enters into and is vented from .the brake pipe.

Duplex control valve.

:In lgeneral the duplex control rwalve "F is encased in atcast brass housing` and is suspended from a connection `flange( 20 to which it isloolted by suitalrle screwthreaded bolts b. The flange 20 is suspended. by rigid;hangersl 2l from the center sillsS oli' the locomotive tender, or4 in any other suitable place conditions may malte desirable. The.: duplex :control valve is carried in ,spaced relation above the tracks or runningv rails of the. `.roadbed and extends in a line parallel to the rails The cast brasshousingf 22 is provided with Vfouroutwardly extending lugs 23 through which pass the screw-threaded bolts which secure the valve housing' to A'the connection'tlange 20 from which 'it is suspended; `On either side ot the valve housing and Integral with it are tourentending hubs or lugs 24. each ot which is of the same construction and torni and only one need therefore be described, `These lugs (see Fig. are provided withy axial openings in each of which mounted a core or pole piece 25 of:` high permeability` such as Norway iron. T are screwthreaded at each end` as at `26 and 2T. the inner ends 26 being` engaged by the screwthreadsinio the magnet pole` pieces 28 and the external ends ot these cores or pole piccesare 'fastened bv sl'iitable screwthreaded nuts 29 to the cast iron inductor planes l? which are also secured to `the lugs ot the housing 'by cap screws il() -and lock Washers 3l. extension hubs or lugrs124` ot the duplex ".inagnet. casing `are fitted nonmaenetief On the ends ot the bushings 3e to sutlicently reducethemag- The valve for release and` hese cores or pole pieces netic `force flowing1 romone pair of du- .iplex magnets to theother, so that the `holding` torce ondthearmature will not be reduced too much. Mountedinside the valve housingare two magneto pneumatic valves `Vyone seated at each end thereof. The structure ot each of these valves isthe saine, :but the duplex magnets M, and h `are ar- 'anged in pairs, onepair having` a polarity oppositewto that oit the, other pair. The duplex magnets M` and M are securely clamped` tothe pole pieces 2S by magnet binders 32 and cap screws 33, as clearly shown in the drawing. The cap screws ,pass throughtlie `magnet binder 82 which is krecessed to fit the endsot `the magnets and hold `them in spaced relation to each other, as clearly shown in Figs. 9 and l0. yThe pole pieces 28 are screwthreaded at `two points to. respectivelyT secure thereto the cap screws 33 for the magnet binder 32 (and theserew threaded end 2G ot theicore ,25. The pole piece extensions or cores 25 are secured in fixed relation in the lugs 2l by means ot set screwsBland lock nuts It is preferable to `construct the valve parts of bronze and all chambers and recesses of the interior thercot are concentric with the external surface oi? the valve stem. A valve `stern guide bushing' il tits snugly in the recess in the top of the valve fitting 410, and seated diametrieally opposite each other and extended into the upper face ot thevalve are two round cavitiesr into which pole piece dowels 42 are iitted. Ansmall `brass guide pin 43 is securely 'fastened in the center of one ot each pair `ot the pole piece dowels and extends upwardly therefrom to serve as a guide for the armature 4:5, which armlature seats or rests upon the `top faces ot the pole piece dowels 42.

` The armature 4 5 is provided with a small hole lll through one end thereof into which the aforesaid brass pin` 43 extends and is loosely "fitted so that the 'armature may `freeli1 move in a vertical direction. This pin also 'tor the purpose ot preventing the armature Yfrom turning on the valve `stem `and away 'trom the pole piece dowels 42. The bronze valve stein 46 is i'ireterablv round in cross section and one end is made smaller in diameter than the othern the `smaller end being scrmvthreaded at 47 to receive the acorn nut 48.

The armature rests on a washer t9 which `tits over the small end of the valve stein 46, By Infeans of the acorn nut the elements are sei'rured together and yet the valve stein t6 is permit-ted to turn ireely on the armature. ln assembling' this structure the valve fitting` l0 is inserted into the bottoni ot the housing 22 through the opening 40. The pole piece dowcls pass through and snugly fit in holes 5l in the under side of the mae;- net pole pieces 28. l

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stem 46 with the attached armature 45 .is inserted into the valve .fitting 4 0 andthe armature is attracted and held tast on the top face of the pole piece dowels 42r by the is the lower end of the valve stem 46. The

area of the valve surface which is exposed tothe air pressure is thus reduced, which enables the magnet M to maintain the armature 45 in engagement `with the pole pieces and hold the valve end against the side of the iieXible valve seat 62, which, bein-g flexible, is forced by the air pressure against the end of the valve, thus maintaining a tight seal thereof at all times when the valve is seated.

A cap is constructed of cast brass and is secured to the under sideof the duplex Acontrol valve by suitable bolts 7) and sealed by means of a gasket g and this cap is provided with air passages to be `hereinafter described. f

Extending from the top face or flange portions of the cap andintegral with it is a cylinder 7 2 forming a chamber which contrains a strainer 74, the strainer beingsoldered to a screwthreaded plug which plug is provided with a port 7 6 to strain any water or dirt the strainer may collect, this port being formed by means of an axial hole drilled partly through the plug in the center thereof extending into a hole drilled radially through the shoulder of the plug. The strainer is fitted through an opening in the bottom of the cap', said opening being screwthreaded to receive the plug 75. lVhen' the plug is screwed up tight into position with its shoulder abutting against the bottom of the cap 70, it forms an airtight closure and in order to drain the dirt and water from the strainer the plug must be unscrewed a few turns to expose theradial hole in 'its shoulder. u

A strainer nipple 77 is fastened into the top of the cylindrical portion of the cap by suitable screwthreads as at 76. The bottom end of the nipple 77 is enlarged and is cone shaped and fits snugly into the top of the strainer 74. This nipple is provided with` an air passage 79 extending axially therethrough. The preure fluid passes 'through passage 79 into and through strainer '74 into a surrounding chamber 73 from whence it passes through passages 8O to valves V. The

4through the ports 735? (Fig. 9) so that when the valve stem 46 is raised, air pressure passing through the aperture 65 in the flexible valve. `seat 62 will be vented to atmosphere through the ports Train stop. The part markedlOO (see Figs. ll and l2) is the main `connection flange into which all the pipe connections lead and it is. provided `with 'a flat surface on one side to which the main body 110 is bolted with suitable bolts. A gasket 130 is inserted therebetween soas tomake an air tight joint, thus ensuring against leakage between the several air passages. The valve body 110 containsa valve 140 which for clearness will be` designated as the non-release valve. This valve 140 is located between the brake pipe 150 and the usual engineers brake valve C which. is of the flat rotary type having many ports, the interior construction of which it is not necessary to particularlyy describe herein as it is already understood in this art.

The valve body 110 isprovided with cham bers 170 and 180 separated by a wall' 190 in lwhich a valve seat 200 is provided, said valve seat being sov situated as to cooperate with the non-release valve 140, which valve is secured to the valve stem 210. The bottom end of said valve stem 210 projects through a perforated web 220. into the cylindrical chamber 230. To the lower end ofthe valve stem 210 isremovably secured a flat disc `valve 240 by means of a screw 250 and said disc valveis provided with leatheror any other suitable packing material 260, shown.

A piston 300 operates in the cylindrical chamber 230, the walls of which are integrally cast with the walls of the valve body l110. i The `valve 240 which is secured to the lower end of the valve stem 210 is normally closed, the upward pressure beneath the piston 300 and the compression spring 320 cooperating to secure a firm seat of the valve upon the valve seat 310 formed in the `top portion of the piston 300. The Vpiston 300 is spool shaped, as clearly shown in the drawings (Figs. 1l and l2) being turned from a solid piece of metal and is provided with a plurality of grooves into which are fitted metallic packing rings 390 for the purpose of making air tight ioints between the piston and cylinder walls at each end of the piston, all as shown in the drawings and as well understood.

its

A port 330 is provided in the wall of the cylinder 230 `at a point lmidway between parts.4 with flanges at each end, each torining {between them a concentric or annular chamber v* L10 which is iii communication withthe port 33() at all times. The valve seat "310 for the valve 24k() is centrally located on the top of the `piston `and it is concentric with the perpendicular passage or port 420, 'thelower end ol which is closed andcoiineclts at inter- "mediate points with'radial ports 43() rwhich comhunicate with theichainber 410;

Themain i'eservoir is so connected that air will liow through the niain connection flange l0() by suitable pipes and ittinpsOO, thence through the restrictedl port al() et fixed capacity, into the passage 520 and into the perpendicular passage 530, thence intothe chamber 54() building up` pressure therein. The lower portion of the chamber 5ft() is closed by a cylinderlhead 304e which is provided with a chamber 301' which 'coinmunicates with the poi't 530 by means o'fa passageway 302. The chamber is closed by a' sci'ewthreaded support 307 which engages with screwthreads on the wall Ofthecham-y ber. the said support provided with a per` yalve C and totheltrainstop D. i

iteration 303' in the center thereof' which Ytoi-ins communication between the ehainlicrs :T1-(fl and 301,. A pluirBOG passesthroue'h a hole in the bottom ol? the'eylinder `head and is provided with a screvthreaded cavity in which fits the sci'ewthreaded shank which extendstroin the valve 809 and from which extends upwardly the projection Till?) having a diameter slightly smaller than the diameter of the hole The plug; 306 is locked in place by a suit able seal as well understood, which obviousl y must be brolren betere `the hand lrnob 305, which is suitably secured to the central plug 30G, can be turned. ln the event that the pipe supply 'to the chamber 540 should become broken. `or for any other reason the supply of fluid pressure to saidchaml'ier` should be stopped, the piston 300 will be` y come inoperative and l am therefore-"erry abled by the construction just described tol quickly replace the piston and the parts operated therebv into normal position b v` turning the hand lrnob 305N thus lifting' the stud 30S upwards into the chamber 5l() and Forcingl the pist-on and cci-working parts into normal position regardless ot the air pressure, the stud 308 being` suitably splined against turning. lllhen the stud is moved iiilo its upward position the valve 309 closes the port 303 thus preventing; waste of air to atmosphere in the event that 'the pipe Till broken and mal-ting' the brakes operative .regardless o'the lluidipressure in the; l,

stopt apparatus.` i

Double heading/'Jinkarocock.

taiigular bronze casting` with two bosses :601/ and 002,` one at `the t0p"and one at the bottorn of `theunain casting. l The'cock GOO/is dividedinto two chambers 603 and 604; be-` tweenvwhich `chambers is a slot 605f`to re-H `ceive a lever handle '606. Tapered plug cocks tSObandOl are Aentered throught bosses-GOli'and l609 respectively; the small i8O@` l endsy oif the plu'jgeocks being; yattened `at 609 and (SiO, both entering an openingnll iii the lever handleO', so that they may turn together `when the lever is operated.

`Pressing` againstthe larger ends yof thelplug cocksl GOT and (308 aiidlveiicased-in the bossesv (301' and @02am springs 612 and 613 orthe purposelo holding` the `plugcoclrs 607 and V (50S rnily into their seats. `The bosses 601 1 and G02 arescrewthreaded andfittingl there `in are vtwo screw plugs 614, 615 which hold the `springsin place and cause them to "exi` crt pressure upouthe plugs GOYfandGOS.

The entrances to the chanribers'603` and 604 are si'litably screwthreadedatGOS `and 6041; for connection bymeans` of suitabley pipes and 'fittings 714 andL 718 `whioh conneet respectively' to; the engineerls" brake f ln ithechainber G04; is a port 620 so ari rangiedvthat with thelever 606 in the double heading release positionand the air pasmgiefl "('ltl closed, any pressure building up in the" Till) wilh` throughleakage, vvet-ituau' to atmosphere tlirougrhthe port S20. 'lhe `double heading release coclr @Ollie so located on lheengifinethat in order to gain access to it thecngrineer must disinount'ifronihis cah andfit is also usedto cutout operation oit the train `stop apparatus when the air' control is cutooii` "from the following-` engrinee or engines whenniere than `one engine' f the other "Fl/t is connected by suit-able pipes andfvents toa special cock which attacl'ies to theengrineers brallralve C and exhausts to the atmosphere.

The double heading release cock is so constructed that when it is in running"y posii tion and the air passage `T30 which surH plies the magneto pneumatic. valve lC is opein the air inisiagje lll is closed bynieans or 'plus- (2o-:lz (SOT: conyersely.l when the pass e T2-lll `is closed the air passage 715e is open and the double heading` cock `is thus in double heading and released `polarity is opposite thereto.

position'. The plug cocks 607 vand 608 are attached to a common level handle 606 and vthe brakes still in non-released `condition as the air is exhausting through they air passage 714 and plug cock 607.

l Operation. Thetrack is divided as usual into af series of blocks insulated from each other. A singie permanent track magnetassociated with an electro magnet control"unit ot opposite polarity are installedy at `the entrance of each block. The track magnet acting alone` is capablel of controlling the operation ot' the train stopping means carried `by the train every time a train passes over lthe magnet sinceiit` has a polarity opposite to that of one lof the valvexmagnets.` The electro magnet control unit, however, is energized whenever its circuit is closed by a train closing the track and line circuits of a system to provide clear signals and thus acts to divertthe free ield of the track magnet and thereby prevents the track magnet from causing the train stopping mechanism of thetrain to operate. The installation of the electro magnet control unit is such that it will be energized on the approach of a train when the block ahead is clear or unoccupied, and its circuit will not be closed by the approach of a train when.y

the block ahead is occupied, thereby permitting the permanent track magnet to act upon the train stopping mechanism. The reasonthe electro magnet control unit acts upon the track magnet to divert its lield is due to the fact that the former is stronger than the permanent track magnet and its The electro magnet control unit `may be operated in several ways, one by use of a relay, the circuit of which is controlled by the block ahead, or it may be. operated by reason ot' the'fact that it is in circuit with the rails of the block. In the latter instance, liov ever, the battery would have to be very strong and therefore vto prevent excessive use oi the battery it is preferablyin circuit with av short track section of several rail lengths and this circuit is closed upon the entrance of the first wheels therein, the wheels and axle acting as a switch in the circuit.

As has beennstated above the particular means for controlling the track magnet is not of this invention, the trac-k magnet being lcontrolled in any approved manner. All

that isr necessary to do is to set the track rmagnet in condition for aiiiecting the inag net valves of the train when the train should be stopped. A simple andeipective installationl is shown in -F ig. 16 in which the rails 10 of the railway are divided into track sections A, B and C, by insulations 12 which electrically insulate one section from another. At one end of each section the're is Iconnected 'a suitable electric battery, provided to energize a relay which is con nected at the opposite end of the section.

lt will be noted that as a pair of wheels y of a railway car or loccmtive passes into a section therelay in that section will be deenergized, due tothe electric current from the battery being shunted through the wheels and axle, which form a path of less resistance than the relay coils.

lt is to be noted (Fig. 16) that the line and track relays are normallyV energized, and that local relay S, controlling the track electro-magnet, is normally de-energized, the

circuit controlling this relay being open.

e Assuming that a train is passing through the installation with the track ahead ot the train unoccupied an-d all apparatus in normal position; when the train enters track section B track relay B4 is shunted, and

opens a contact point in one branch of the circuit controlling local relay S. y As the train enters track section A, track relay A? is shunted, and. a circuit is completed to energize relay S- as follows: From positive side of battery, wire 801 to point of relay A4; from point of relay A4, Wire 802, to point or' relay 500, wire 803, to coils of relay S, and wire 804, to the negative side otbattery. Relay S is therefore energized, and the circuit to the track electro-magnet control 14 is completed through the front point oi relay S as follows: From positive side of battery, wire 805 to point of relay S, wire 806, 'coil of electro-control magnet 14, wire 807 to negative sidel of battery. This results in divertingthe free eld ot' the track permanent magnet thus permitting the train to .proceed Without interference. As soon as the train passes into section C relay C4 is shunted, rie-energizing relay C". vW'lien the points of relay C* open, the controlling line circuit is broken and line relay 500 is Cle-energized. The opening of the points of line relay 500 opens one branch of the circuit controlling local relay S, thus opening the circuit to the electro-niagnetcontrol, preventing Waste of current.

lVith the track ahead clearthis is a normal operation for eitherdirection (but re- Liemers lays Ct and 500 operate instead 'of Btas given'above) and it is typical of allindication points for trafiic in bothdirections.

Assuming that tracle `section C is occupied, and a train approaches from B, track relay C* and line relay 500 being open4 both branches of the circuit Controlling re lay S are broken, and'this relay cannot be energized. Hence current Will not be supplied to the trackl electro-magnet control unit to divert the tield of the track permanent magnet; consequentlyiy an automatic operation ot the locomotive apparatus will follow.

When a train Ipasses over ythe track mag- Each magneto pneumatic control valve comprises a permanent duplex' horseshoe magnet with pole pieces extending outwardly and downwardly and terminating in broad Vflat inductor planes and an armature normally attracted tothe inner ends o'l" the extended pole pieces. This armature hasattached to it a brass stein Which extends upwardly throughv guides, theloWer end of this stem servingas a ventl valve which, when the armature is attracted by the pole pieces ot the horseshoe magnets7 closes the ports to atmosphere, and Awhen the armature is released trom the magneti'ccontrol of the poles, the valve is openedby the airpres` sure which is constantly applied thereto, thus allowing' the main'reservoir pressure which is normally heldin the chamber ot the pneumatic. valve, to be released toatmosphere.

Normally the magnet armature lis at-l tracted to the upper endsof the extended arms and is held thereon bymagnetic attraction Which is stronger tlian"the*normal air pressure on the aice'ofthe valve. When v the inductor planes ot the affected duplex control valve magnet enter the Jfree iield of the track magnet, the polarity of the armatu re is reversed and the armature is repelled and the air pressure upon the lower tace ot the valve to which the valvel armature is secured`r causes the valve to open and therel by actuate the pneumatic valve, which results in the auton'iatic application ot the brakes.

@nly one of the magneto pneumatic control valves is operated" at anyone time.`

The magnets of the two valves,`as hereto'- l"tore stated, are so arrangedas "to be of' opposite polarity, `that is, `the S pole' ot one and theN pole ot the otherare in a lineparallel to the center line of the track,

andall track magnets are installed `in the same manner and are ot' the same polarity.

@ne ot thelocomotive magnets is therefore 'always of a polarity opposite to that ot the track magnet regardless oit the direction the locomotive is headed and also regardless ot the position ot the track magnet and thus the magnet ot the locomotive duplex valve which is ot opposite polarity to the track magnet is the one that is the operative locomotive magnet.

is the track magnet :is oit much greater magnetic strength than the locomotive magnet the polarityot the armature oi': the operative control valve magnet is reversed due tomagnetic induction when the train enters7 and as long` as it remains in the free field ot the track magnet it causes the armature to be releasedT thereby permitting; the vent valve to open which results in the operation ot the pneumatic valve.

The advantage ot providingy duplicate valve structin'es and duplicate magnetic structures.r` `the latter oi which it is to be noted are duplicates save 'to their polarit is not oniv to permit theoieration ot the i i VL l train stop irrespective ot the direction in which the 'train is going, but also irrespective ot the position that the track magnet ot a block may take when it is installed and also one ot the duplicate control valve mag;- nets acts upon the other 'in the same way that the trackinagnet acts upon the operative valve magnet so that the lield o'h the (uierative valve magnet always at its maximum strength.y

Two valve unit-s are provided to ensure that the polarlty ot at least one will always be opposite that oi" the track magnet regardless of the direction the locomotive is headed or running' and also opposite to the polarity ot the track inz'tgnet regardless ot its position along; the rails. The valve equipped with the magnets havingY a polarity opposite 'to 'that of the track magnet is the one that operates and thus only one is oper Te at any one time.

The construction, installation and operation ot the magnetic elements et the entire system, both `track and train, having' been clearly described, reference will non' be made to the tunctioning' ot the air in the air ducts to produce the desired e'tterts` which ducts areopen or closed by the operation et the magnets.

Normally air iioWs trom the main reser- `voir connection through the pipel TQS through the restricted passageway all] to the passage 520 into the cylinder head.

'then past the screuv releasing` valve stem llo 718 through the passage 604 in the double heading release coclc600 to and through pipe 730 and passages 731 and 732 to vent valve chamba-'733. These chambers being closed theunain reservoir pressure in the chamber 5&0 forces the piston-300 upward, closing the brake pipe exhaust valve 310 and opening the puppet valve 140. The pressure o f air from the main reservoir also passes from the air passage 732 (Fig. 10) into the passage 737,v thence through the safety nipples 725 (Fig. 8) into the safety flange 724 and then into the passages 736. The brake pipe air normally flows from the engineers brake valve C through the pipe 721 past valve seat 200, chamber 180, chamber 230 into the brake. pipe 150.

Assuming Vthat the duplex valve carried on the locoinotive'is out of the free iield of the track magnet, the armatures of the duplex control valve willbe held down against the pole piece dowels by magnetic attraction of these rduplex control valve magnets. rlhere will be a pressure in the chamber 733, as described above, which exerts itself up- Ward on the end of the valve stein 4G, the magnetic attraction on the armature of the duplex valve V being strong enough to hold against this pressure, W hen the locomotive or railway vehicle carrying the duplex control valve passes over a permanent track magnet and the extending inductor planes of the duplex valve enter the free magnetic field of the track magnet, the polarity of the armature of the magnet of the operative valve in the duplex control valve is reversed due to n'iagnetic induction, the magnetism of the track magnet, as heretofore stated, being of much greater magnetic strength than that of the valve magnets.

rlhis conditionremains just so long as the planes are in the free n'iagnetic field of the track magnet, which is a suicient interval to apply the brakes and stop the train irrespective of the speed of the train. This reversal of polarity causes the armature in the duplex control valve to be released and repelled from the pole piece dowels, thereby permitting the air pressure in the cham-y ber 733 to force the valve stem upward against the valve stem stop 46, and to escape to atmosphere through the ports 7 35.

The brake pipe pressure in the chamber 230above the piston B00 together with the spring 320 above the. puppet valve 140 and thel force of gravity all act Ato force the pis-r ton 300 downward, the spring pressure also forcing the puppet valve v14:0 down until it seats itself on the seat 200, cutting off communication from the engineers brake valve C to the brake pipe. The piston continues to travel downward, actuated by the brake pipe pressure and gravity, unt-il it assumes the position shown in Fig. 12, in which position the valve 240 is separated from the valve seat` 310,1allowing the brake pipe pressure to iiowl from the brakepipe 150 through the chambers 723 and 180, ports 2304, chamber 230 and ports a2() and 130 to chamber 410, then to the atmosphere at portr 330, which kresult causes' an audible sound which may act as a signal.

rlhis operation causes the brake `pipe reduction necessary to apply the brakes and the brake pipe exhaust continues until the apparatus is restored to normal position.

After the `device is operated and the operative field ofthe track magnet passed by and the train brought to a stop the' double heading leven 606 of the double heading release cock is manually moved (preferably from a position outside of the cabvrequiring the engineer to vdismount therefrom) to released position. This closes the lower plugcock, cutting off communication from the pipe 718 to the pipe 730 and venting any remaining pressure in the chamber 733 'to thel atmosphere through the port 620 (in the double heading cock) thus relieving the pressure on the end lof the valve stem. f

The weight of the removable valve stem and nut causes the armature to drop by gravity into the operative field of the valve magnets and the armature is again attracted and restored to normal `position and the valve 46 is closed. The lever 606 of the double heading releasev cock is then returned to ruiming position closing the vent to atmosphere,throughport 620, and the main reservoir pressure again builds up in the chamber 540 forcing the piston 300 upward, closing the brake pipeexhaust valve 240, forcing the valve stein 210 and puppet valve 14:0 upward, ,restoring communication from the lenginees brake valve C to the brake v pipe 150.

Vl/Vhile the lever 606 is in released position the upper plug cock G07 of the double heading release valve is open, allowing the brake pipe pressure to flow through the double heading cock, through the pipe 714 and thence to atniosphere through the plug 607 l of the rea'lease valve 600. The lever 60G must be returnedvto running position for the purpose of closing the exhaust port to this cock, thereby ensuring that the lower cock will be opened and in proper operative position. Failure to do so will leave the brakes still unreleased as the air is eX- hausting through the pipe 714 .and plug cock 607.

The returning of the lever 606 to the running position allows the main reservoir pressure to build up in the chamber 540, forcing' the piston-300 up into lthe chamber 230,fclosingthe valve 2&0 into its seat 310 In double heading, `all following engines close the air conduit leading ,from the engineers automatic control valve,thus pre-` venting the ,engineer` from operating the train brakes. llt is also necessary that the train stops on all following engines be made inoperative and the double heading release cock 600 provides this means."

lllien/ the handle' 606 is placedf indreleased or double heading position, the vent` pipe air from 'the stop to the control valves is ont oilq and thevpipeleading from the engineers control valve is closednrst; `cihould the engineer tail to placethe handlenOG ofthe"vv ,cock G00 in double heading release position,

the stop will still bevopera'ti'v'e. `Should 'the engineer 4fail to place thev handle 606 in run# ning position' atten `double heading, his brakes Will `be applied as soo'nas Ahe turns'` the doubleheading cock to running position because the brake pipe `vvill be jvented eh" thel plug vcock 607 4oi the double throng l heading release cockGOOg` t l I provide protectionagainst broken lin;

ductor planesfin vthe :duplexfcontrol valve.`

These inductor planes lg,` are constructed oi east iron `with 'aport or` air passage 736" running lengthvvisethereoi. f'I-i" these planes lshould get broken, air pressnre Willbeexf" hausted to the atmosphere and bringabout the applicationof the brakes lin exactlvthe saine Way asil' the valve `e115 `attachedft'o Vthe armature was open in the regular Way.

Protection' against very strong magnets is provided by reason oi the tact that jeach pair oftheduplex magnets arev of opposite polarity to each other and therefore, if one pair should becon'ie'stronger or one -weaker than the other,the stronger ,would act on the Vweaker the` same as the `tra-,ok permanent magnet acts on them.'

Aln other Words, if one magnet becomes abe"v normally strong through external means and thereby-rendered inoperativmfthe e'leet ot the lweaker magnet on its armature would neutralized by it and its associated valve operated thereby.

y 4lo sinn up, the essentials "ot the oper'ajk tion ares-(1) The permanent track magnet normally provides positive actuationjoi"the automatic stop apparatus on locomotives."

lts free magnetic field acts definitely on' ythe control valve pole faces having opposite polarity to its `respective poles when such pole faces pass througlrits ,free magnetic lield.`

This action causes the valves 'magnetarma-1 ture to be repelled and 'all away from the magnet poles,fcariying with it the valve@ stem, opening the vent valve and therebyk causing operation` of the `pneumatic stop-, valve and brakeapplication. (2),'lhe` elec*l tro magnet oontroljunit, yWhen energize@ so diverts and lowers the' normal magnetic iield .of track permanent magnetas 'to pre-` vent :actuation of the apparatus "on the locomotive. The solenoid .fis only energized when trains should `be passedvin clear.

, ters Patent is Thus,the automatic stopoperation Aot brakes provided.` i' lWhether'the stop shall befaloso lutef or `pei'rniissive depends on the location' of this release valve, i. el, `nnderor in the carb.l In double-heading,theair,controlbe@ ,l ling cut from the following engine, the 'air Control cannot4 be `restored toit "unless this", "valve is cut 'in.`` (4)"No matter.ivliatadireo` tion fthe locomotive is`heading,vfone or the ir'iagfneto,"` pneumatic control valves {Will be `antomatically operative since` the polarity `of one ofthe tivo control `valves Will be oppositel to `.that of track permanentymagnet.

,(5) Air,l controls theoperation of locomotiveapparat'us and `no batteries or `electric Wiring `are 'usedwr (6) On` the track, onlyn ordinary semaphore maintenance. is required, As changes of `vConstruction oouldbe made Within/the scopeof my "invention, it is in-' tended that all inattercontained in the aboif'ej description or shovvnqin"` theaccompanyin'g f drawings shall be interpreted as illustrative,j4

and-not in a limiting sense.

I claim as nevv and desire lto ysecure lby Let- A1..,lnhany automatic trainfstop device, for

`use with` an airbrakelsystein, 4a pluralityof valves, each valve independently controlling y y Having thus describedmyfinvention,what

the' ducts oi: "said system, the opening lof either of the valves `olzierating ,to` effect the" "application "of the brakesl regardless oi? the e f ,direction of n movementqof thel train, and magnetic meanscontrolling each ofjsaid valves, themagnetlc means being so conditioned with respect to each otherjtliat the polarity oit one inagneticineans is opposite to the polarity kofthe other,`

, l'n anantomatic train stop `device for use with lan air brake system` a plurality of'I ,f

valvesv 'independently controlling thefduc l oi y said "system, and magnetic means i for conf trolling each ol. said valves, they said "inagl, netie means being so arranged lthat thenerthv pole of eachemagnetic means is adjacent/tof and inline vviththe soutlrpole of the other whereby the opening of either valve will re-H I sultin a brakeapplication regardless oi. the e Y idirectionfof travel of` the vehicle.

" 3.4 In an" automatic `trainstop device for' `use with an air "brake sys'teiinV duplicate valves independentlycontrolling the `ductsl of said system, and magnetiomeans for controllingueach oi said valves,` the `said inag-` netic means beingso arrangedthat thenorth'. pole of each magneticmeans isv adj acentv1 lto g and inline' `with the south pole ofthe other, n 4, In 'an automatic train stop" device` for ice use withaniai'r brake system, a plurality 'of valvestor controlling the ducts of said" sysyteni, magnetic means` for '.conti'olliiig`each ot'said i'falve's, the magnetic means being so 1 conditioned With' i"esp ect to eachother that the polarity ot;kr one is yopposite to thefpo#v lai-ity ot the other and theiield oit-one inagneti'c means aftectsjthegfield of thefothe'i, 'so

that should one' become abnormally strong" through exterii'al'-means"and thereby 'inopf eratiye, the "etl'ect otV the yvealr'ei' magnet y on `its armature q'ould hefiieutraliized' by itjandy fitsy asso"cia-ted'-` valve operated f ther'ehy.

` said magnetic meansl tha-whe polarity- 5. IIn',combination an automatic ftijaiii`-stol'f device'tor use i h` anaii" brake systein', va

pluralityk et valves controlling 'thel ducts ot said systeiii,in agnetic in'eans'- controlling cachot said valves, the'magn ticmeaiis hef ith` respect' to eachother f one magnetic means;-

ty' ct'-the`fothjerg` thel ingsoiconditi'oned W opposite to' the pol the'va'lves closed. iigaihstltlie fluid pressure nrthe duct exertedthereupcru and apelarf izedtrack magnet' oit@ greateu `]io\.yer than said magnetic m ans and'tliiough the mag# netic i'ield otwhich e-icliloilsaid'magnetic means isinovablegfs id magnetic means loeinnso` arranged'thatayalve is opened 'and means "moves into the iieljdot said-'track magnetregaidle'ss ot its direction et movement. n 6. ln combination', an automatic train stop device for use v'vi'thlanfair brake system,

a` plurality*` o t valves" 'controlling the P ducts of said, s'ysteni, magnetic means controlling each otsaid va'lves,"the` magnetic means loefio hingA so conditioned with rres'pect tof eachv oth er' that the polarity ot 'one'magnetic means is.

opposite to the polarity of the other, the said magneticmeans normally maintaining the valves closed' against theaifrV pressure inthe Aduct eziierted tlieifeupofn,l and la polarized trark magnet otgreatei" `pf'iiveif thansaid `ihan'netic means andl tliirough the imagnetic` fiieid `oit which, each ot said magnetic. means' is movable, the track magnet'etl'ectingthe release of one ofthe valves regardless 'of the vtposition, longitudinally, of the :permanent tracltmagnet with respect to `the line of track and of" the direction of the movement ot the train.

A7. lIn combination, an automatic train' stop' deviceV for use with an air brake system, .a

valve controlling" thek ducts of said system,A

.f magnetic" means controlling the` operation of said valve,f.an Linductor plane controlling 'the magnet otthesaid Naive, the said iiiv ductorplane being .hollow ylout `normallyV closed to the"k atmosphere, `an air duct con-` necting the central; hollow portion 1of the in ductor plane with the duct orv chamber controlled by said valve;means ior ,connecting ther brake pipe with the said/airl duct,

iorn'ially maintaining said brake systenr vented as said magnetici and means for eftect'inga reduction of pres; sure inl the brake pipe by venting the air 'ini the inductor plane due to a rupture there@v otto'-effectl the application of thebrakes.

8.1 In combination, an automatic train stop' device toruse Withan air brake' system, a valve'controlling `the ducts lof said systemx magnetic means controllingl'the operation Vof said valve, theV saidmagnetie means nor-' malfly' maintaining the valvev 'c losedagainst' the airpressure inthe air duct exerted there# yiip'oii, an inductionplane'magnetically c 'onl ne'ctedj to saidvalve, 'the 'said inductor plane` having ahollovv core connected: to the air vduct controlled bythe valve leading tothe hralzefpip'e so Vthat uponA aruptfure of thei'nd uct'o'r planethe air in the hollow c'orethlere'-` ot'v vents to atmosphere and pressurein the' h'rake'pipe `Will be' reduced to rapply' the( brakes;

9. In an automatic train stop' ldevice 'for usewitlran air brake system, a plurality o'r' valvescontrolling the ducts of said system',-V ma'gnetic means for controlling each of said valves, the said' magnetic means being so" arrangedtlfi'aty the north pole of ea'cli `magnet of saidmagnetic means is adjacent to adin' i line with thesouth pole 'of the other aii'd'so arranged'- as to pass through the operative iel'd ofthe poles ota permanent track mag-r net, `one of the controlling valve magnet'sfacting rupon I.the vother in the Ksaine Way that the track magnet acts upon thev operati-ve valve magnet s0 that the reld of the 4opei-"ative valve magnet is always at'it's'maximum' 10. Ai duplex control valve including "'a casingot non-magnetic metal, at least one permanent `magnet mounted thereimfpole pieces secured tofsaidt'magneu extended cores or" high magnetic permeability' supporting saidr pole pieces'and securedto said non- Vmagnetic casing, and elongated inducto'r in vnormallyj closed byjsaid valve :and anV aiiv duct (in said casing: Whose communication with said chainheiis normally cut oftby said'valvefy. A control valve' structure including a casing having an air duct formed therein, a

chamber .inthe casing having,` openings to atmosphere, lapermanent magnethaving ex llO i guiding means in the fitting, an armature y secured to said Valve and afvalve seat secured in said fitting,rthe inagnet`being are rangedto normally `hold the armature Contact withl the pole-pieces so that the coni-` inunieation between said yduet and said ohamber is normally closed by theyalve. y

135A control valve structure `ineluding a easing, a chamber `formed therein having openings to atmosphere, anipple having' an air duct formed therein, a Cap having air passages formed therein secured tothe oas,- ing and having a body :portion extending into the ehainber and engaging said'nipple, the body having aoentral Chambertherein7 a strainer engagingsaid nipple and secured in said eentralcharnber, the air passages in said cap eoinmuniating with said central ehainberf and a magnetically operated Valve f normally preventing communicationbetween the air passages in said cap vand lthe chain-y ber which is open t0 atmosphere. y i 14. A control valve 'structurerineluding a casing', a Chamber t'orined therein having openings to atmosphereI a oapihavinn'air passages iornied therein secured to said easing, and havinga body portion extending into the ehainber, a `central Chamber formed in said body and communicating with saidk air passages, a nipple forming an extended air duet from said central cliainbei","1i iea,ns in said `Central chamber tor straining the air 'flowing between said air yduet and said air passages, a yalve controlling the passa-geI oli atmospheric. air through id air passages to said air duet, a yrnagint for operating` saidk valve, induetor planes secured to said Casing magnetically connected with said niagnet and having passages 'formed thereinkii'hieh communicate With the air passages in said wap so that the breakage or rupture oi said induetor planes will vent the said air duet to atmosphere. y y i i l5, la an autoinatiz" train stop having a plurality ot rliainbers torina-id therein,

' spool shaped piston in one et saidehanibers having end heads joined by an integral core tornnng an annular chamber between said heads, a longitudinal port extending 'from the outer surface "of one et thev heads part way through the core and having lateral ports connecting with the annular ehainber` a valve arranged to Close said longitudinal port when the piston is in one position and, to open said port when the piston is in an-` other position, ineens forsupplying brake pipe pressure to one head of'said piston and vniain reservoir pressure to the otherhead ot saidpiston5 and a vent to atmosphere oomnuiniitino; with the chamber between sa 'l piston heads regardless oiE its position.

l6.'ln Van automatic train stophaying a,

' leading to atmosphere.

plurality oi; eliarnberr-i 'formed thereiina pis-Q ton in one ot said chambers comprising a pair et onterlieads hayingpaolring rings in peripheral grooves v'liorniedfin said headsy a moreel? smaller 'diameter `than said heads 70 formed integral theiiewith'and liari' a lons' gitudinal port extending to the outs urtare et' one ot said heads and'bra/neh ports exs," tending therefrom Ato `the outer suriiaee Vo't said Core y i s' `l?. ln combination, a tri stop haring a plurality of ehainbersjtherein, a piston in' on'eof said chambers means i: supplyhv ebrake-pipe pressure to a Chamber on `one side oit said piston andineans 'For supplying 80 inainreservoir pressure toa eliainber on the other side oit said piston, pipe leadii trein theflast `mentioned chamber to anormally closed magneticallyopere ed Valve eai pable of venting the` pressure in saidflast mentioned ehainber to `iitinosphere7 double heading `Valve .in said pipe having a double- Valve plug `with port normally permitting rta ond pipe connected te said double'hoading 90v valve and Connected with the brake pipe below" the engine/erle control valve, a' passage in `said double headngvalve leading to yat` mosphere anda second port `ijn said double i valve; plug so positionednith'respect tothe J5 otherport that. when `said yValve plug is turned to stop thetloiy of pressure through the first mentioned pipe the seeond port will be positioned to yeiit the pressiiire in the seeond pipe through said passage in the yalye 1,00

i '1 jar ure 'o "oni hronen sait ine a se ftle esstll tfi" lill e `1B. A trainlstop having; a inoyable piston thereinoperated by dillerential pressures :Fory ifentingfthe;brake pipe pressure to atmos phere, chambers oneach `'le et said piston, nieans orsupplyingb t pipe `pr ure to the chamber on one side oit said piston and inain-reseri'oir pressure vtothe Chamb-er on the oppositeside ot said piston`f an air pas sage in. said piston and a valij tor closing ooinnninioation'between andthe chamber which is niplied "m h l l e pipe i i'iresslire,` `a `cap, `secured y to the train stop having' a duet torinain reservoir prestaure4 and means for manually moving said piston toeausesaid valvetoelose the air passage in the 'piston and also toprevent the passage of pressure from said duet to the chamber adjacent the piston.

`19.` A ,train stop havinga movable piston' 120 therein, operated by differential pressures for renting the brake pipe pressure to at Inosphere, chambers on each side of said piston,`l means for supplying brake pipe pressure to the chamber on one side et said vpi"- ehanil'ier on the opposite side et said pis i ton, an air passage in said piston and a valve 3* for Closing conniiiunication between said pasi ton and main-reservoir pressure to' the `brake pipe pressure, a' cap secured Jto the train stop vhaving a duct for main' reservoir pressure, and a revolvable'nut, a' threadedl shank coacting therewith having aneXten-- sion lor` movingy said pistonk to cause .said

valve to el'osethe air passage in the piston, and a valve4 for closing communicationbe: tween saidduct and the chamberfadjacent .K the piston.

20. Inan automatic train stop d'evicefor use .with an airbrake system, a4 plurality Aof valves independently controlling;` the" ducts' `of said system, magnetic means controlling` each of said Valves, oneotsaidV magnetic means having its polarity arranged opposite to the polarity of f the other, and unitary means external to the magnetic controlling means. toA obtain a selective action for opposite train movement. f

2l. In an automatic tra'inrstop mechanism for vuse With airain brake system hayinga `main pipe and a brake pipe, a cut-oilq Valve between said' main pipe and saidbrale pipe, a magnetically. controlled Vent Valve, a passa ge from said` main pipe to said'vent valve,

ariela tpiston arranged. to `Control said. `cutof valve and to close said passaigejwhen said yentyalve is opened. f

22. In an automatic train stopmechanism for use With' an air brake systemA having,r 'a

mainfpipe and a brake pipe, a cutofl`-valye:

between said main pipe and said brake: pipe,

,an automatically controlled vent valve, a'

plate having' an orifice', a passage'from' one' side of said Vorlce to said main pipe, a passage `romdthe other side of said orifice to 'said vent valve, ay piston arranged to control said cut-oifvalve, and means to 'manu-y ally raise. the piston and to'V close Vcommunication throughsaid orifice. A y

2B. In' an automatic trainstopmmechanism for use With an' air' brake system; having' ajmainpipe and a brake pipe, a cut-ofi? valve vbetween said main pipek and said brake pipe, a pistou arranged to operate said cut oli valve. an. automatic vent valve for con`- trolling said pistonand a manually operated" means 'for opening said" cut-olf valve and stopping the passage of air to said vent Valve. f

y 24. In an automatictra-in stop mechanism 11a-ases for use With` an air brake system', havin-g ay mam pipe anda brake pipe, a cut-oil` va'lyebetween said mainpipe and said bii'a'lzej pipe,` automatically controlled vent value for closing` said`cut-oil valve when said vent Valve isv opened' and manually operable' means for openingl said cut-,olfvalve and stopping vtl'ie passage of` air` to said vent'` Valve.

j 25. `In an apparatus fof the class described,

ajcontrol valve unit structure comprising a casing of n'onema-gn'etic material, longitudii na'll'fy extending induct'or' planes secured thereto, trans,verselyv extending magnet cores `secured to said casing and connected.

to said inductorv planes, a permanent lmag-1. net carried by salid" cores, andv a val'vev operativelyassociated With. saidl permanent 26;V Iv an appa'ratusof tlieclass describe@ acontrol Valve unitstructure com'prisin'gl a casing off nonjmagnetic material, longitudinally extending -inductorV planes secured thereto, transversely extending' magnet cores secured to said casing and connected to said inductorplalnes, a permanent magnetv carried by saidl cores, air ducts formed inr saidacontrol valve unit, an armatur v vadapted to coact with said-magnet, and' a;

Valve carried by saida'rmature arranged toi Qontrol 'the' passage of pressure'A fluid'.

through said ducts.` y 1 27. In lan apparatus of the' class described,"

a` control valve unit structure comprising a easing of non-magnetic material, longitudinally extending inducter 'planes secured thereto, transversely y extending'. magnet cores secured to said casina; and4 connected to said inductor planes, 'pole .pieces securedY norman s; FOLKER. 

